Anytime? Anywhere? the Seasonality of Flight Offers in Central Europe

MORAVIAN GEOGRAPHICAL REPORTS 2016, 24(4):2016, 26–37 24(4)

Vol. 23/2015 No. 4

MORAVIAN MORAVIAN GEOGRAPHICAL REPORTS GEOGRAPHICAL REPORTS

Institute of Geonics, The Czech Academy of Sciences journal homepage: http://www.geonika.cz/mgr.html

Figures 8, 9: New small terrace houses in Wieliczka town, the Kraków metropolitan area (Photo: S. Kurek) doi: 10.1515/mgr-2016-0020

Illustrations to the paper by S. Kurek et al.

Anytime? Anywhere? The seasonality of flight offers in Central Europe

Stanislav KRAFT a *, Denisa HAVLÍKOVÁ a

Abstract Air transport can be considered as the most dynamic transport mode during recent decades. It is an important but also responsive indicator of global social, economic, political and cultural cooperation in different areas. For this reason, air transport is a unique source of various aspects of international relations. The principal goal of this study is an analysis of seasonality in the offer of flights in Central Europe during 2014, considering the different positions and functions of the airports within the air transport system. Ten airports from the Central European region are monitored in the analysis in terms of fluctuations in flight offers and offered destinations. A synthesis of these patterns is presented as a typology of the surveyed airports using the Ossan triangle. This paper clearly shows the different patterns of the spatial and temporal organization of air transport in Central Europe. Key words: air transport, seasonality, typology of airports, Central Europe

Article history: Received 19 September 2016; Accepted 15 December 2016; Published 30 December 2016

1. Introduction Central Europe represents a specific area in the The rapid development of air transport since the development of air transport. It consists of well-developed 1970s represents one of the most important signs of the countries with a high share of air transport (Germany, development of modern transport systems in the post- Austria), as well as former socialist countries with recent industrial period. It is also considered a significant sign rapid growth of air transport (Poland, Czech Republic, of globalisation processes, as the development of air Slovakia and Hungary). The latter states witnessed many transport has enabled efficient and rapid very long-range years of control by the communist regime: air transport exchanges of persons and goods (Debbage, 1994; Goetz was not a priority transport mode, which was reflected in and Graham, 2004). Since the 1970s, continuous growth its not being particularly important. The dramatic political, has been observed in the number of transported persons economic, social and cultural changes after the fall of the and goods, growth in transport performance, as well as in Iron Curtain in 1989 and 1990, however, did highlight the average distance covered by air transport. Such recent the role of air transport in the transport market. The abrupt growth was only hindered, albeit temporarily, by principal reasons included the opportunity to travel to recent economic crises, especially recognised in 1997/1998 Western countries, the growth of international tourism, and 2008 (Dobruszkes and Van Hamme, 2011). Generally the increase in available income and the integration into speaking, the economic crises had a stronger effect on international economic structures. The accession of these the volume of transport in goods than in the transport of countries to the European Union in 2004 was the final persons. Apart from those general trends, air transport expansion of the liberalised air transport market to Central has seen major organisational changes that have been Europe (Jankiewicz and Huderek-Glapska, 2016): hence, caused by its deregulation and liberalisation. The joint air transport registered a very dynamic development in effects of these changes include the development of airline the number of transported persons and goods (Grenčíková hubs, the concentration of flight connections by major et al., 2011). The air transport market in Central Europe airlines, the development of airline alliances, as well as also became attractive to foreign airlines, although several the development of low-cost carriers (LCCs) and secondary authors, such as Dobruszkes (2009), claim that the area was airports (Thompson, 2002). As such, the deregulation of air a rather secondary market for those airlines. The arrival of transport can be recognised as the most important change major competing airlines and LCCs in this market did bring in the spatial organisation of air transport: in fact, Alderighi problems to some of the traditional national airlines. This et al. (2005) claim that such changes were influenced by a is documented by the bankruptcy of the Hungarian flag number of spatial causes and effects. carrier Malév, which went out of business in 2012.

a Department of Geography, University of South Bohemia in České Budějovice, Czech Republic (*corresponding author: S. Kraft, email: [email protected])

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The Central European air transport market currently of seasonality in the offer of flights in selected airports in shows rather considerable dynamics which are the result Central Europe. Changes in the accessibility of destinations of its geopolitical location, recent history and contemporary during the year and in the structure of flight offers from integration tendencies. The development of smaller the perspective of type of carrier are also discussed. The and secondary airports in the region delivered direct airports have been selected to reflect the natural differences consequences in the better accessibility of air transport; on in their functions in the air transport system (major airline the other hand, it did cause major fluctuations in the seasonal hubs, regional airports, etc.). Seasonal fluctuations in the offer of flights. The fluctuations are typically related to the offer of air transport and the corresponding changes in the high season of tourism (Reichard, 1988; Wensveen, 2007). accessibility of final destinations are the basics for a typology Therefore, some airports tended to see considerable change of the airports in terms of their function in the air transport in the number of flights and the structure of carriers, as system. The conclusions present a synthesis of the issues well as offers of available destinations during the year. For being addressed and recommendations for further research. example, smaller airports usually show a higher frequency of flights in the summer months than in other seasons. Those 2. Current changes in the organisation trends, however, are also recognised in major airports where both regular and charter flights are made. of air transport and its spatial impacts The overall topic is quite complicated as it results from In the past five decades, the air transport system has an accumulation of several conditions (e.g. the position undergone major changes which have affected its current and function of the airport, the strategies adopted spatial organisation. These changes have been caused by individual airports and carriers, etc.). The topic of primarily by the deregulation and liberalisation of air seasonal fluctuation in the offer of flights is therefore one transport. The deregulation was typical mainly for the of the major research areas from a geographic point of United States where the goal of deregulation was the view (Papatheodorou, 2002; Page, 2005). This discussion elimination of regulation controls (e.g. ticket prices). indicates that Central Europe represents a unique space The liberalisation (typical for the European Union) of air for research on changes in air transport, as the processes transport represents a number of measures that permit airlines to offer flights to any destination, in any country and occurred quite recently and rather very quickly: general at any price (Seidenglanz, 2010). This also affected by a major discussions are presented by Pucher (1999) and Jankiewicz change, as prior to deregulation, the air transport market in and Huderek-Glapska (2016). a country was typically closed and it would be controlled by This paper has several aims. It focuses on an examination one flag carrier. Furthermore, flag carriers would receive of the offer of air transport in selected airports in the support from the country’s budget. Prior to deregulation, Central European region. The principal goal is an analysis international air transport was for the most part based on the of seasonality in the offer of flights during 2014 considering existence of bilateral contracts between individual countries. the different positions and functions of the airports within As flag carriers did not feel any danger from competitors, the air transport system. The subject airports are Frankfurt- air transport was rather expensive before deregulation Hahn (HHN), Rostock-Laage (RLG), Salzburg (SZG), (Burghouwt and Huys, 2003). Gradual deregulation is related Prague (PRG), Pardubice (PED), Brno (BRQ), Vienna (VIE), to the introduction of freedom to air transport. Currently, Bratislava (BTS), Warsaw (WAW) and Debrecen (DEB). nine ICAO freedoms of the air have been defined (e.g. to The authors also focus on changes in the accessibility of transport passengers in a foreign country, etc.). destinations throughout the year, as well as structural Deregulation of air transport started in the late 1970s in characteristics of the airports from the perspective of the United States and in the 1990s in the European Union. services by low-cost and traditional network carriers. The The gradual enlargement of the European Union also monitored fluctuations assist in the interpretation of the expanded the free air transport market in Europe. As such, differences and fluctuations in the seasonal offer of flights the deregulation of air transport delivered a single free air from the airports. The article is a contribution to the current transport market which instigated changes in the spatial state of knowledge on the impact of organisational changes configuration of air transport. The free access of carriers to in air transport on individual airports and regions. the market caused competition to increase, which in turn As the research explores Central European countries, it delivered higher efficiency and a reduction of prices in air also monitors the current organisation of air transport in transport. The increased competition did have a number of the capitalist and former socialist countries in the region. positive and negative consequences however: in particular, The current situation is seen as part of the overall post- the increased detrimental effects on the environment caused socialist transformations of the region, which have affected by the higher frequency of air transport (Dobruszkes, 2006). the development of transport after 1990, as well as building Such effects are critical in stating that in spite of the overall new relationships between Western and Central Europe liberalisation and deregulation of the air transport system, it (Ivy, 1995). The findings of the study therefore can be useful shows some prevailing deficiencies. Dobruszkes argues that for geographers, for regional economists, transport scientists, the most serious deficiencies include problems in allocating spatial planners, tourism experts, environmentalists and airport time, complicated supervision over airlines, the many others. financial problems of some airlines and airports, and the The structure of this article is as follows: the general fact that about 80% of airlines departing from airports in the introduction is followed by discussions of the theoretical European Union are used by one or two carriers. background. The authors primarily focus on contemporary A general observation can be made that a direct effect changes in the configuration of major airlines and LCCs. Other of deregulation was the concentration of air transport in topics that are explored are the specific developments of air hub-and-spoke networks. This is typical for major network transport in Central Europe and the relationships between carriers who usually possess a large market share. The air transport and tourism. The analytical section presents principle of hub-and-spoke networks uses large airports as the principal findings of the study, focusing on an analysis the hubs, which act like points where passengers change

27 MORAVIAN GEOGRAPHICAL REPORTS 2016, 24(4):2016, 26–37 24(4) planes on long-range international flights. Thus, the hubs the price reduction of airplane tickets) have brought also concentrate on flights from smaller (spoke) airports. about better accessibility to air transport (Dobruszkes Therefore, the hub-and-spoke networks have enabled spatial et al., 2016). The most visible changes in the offer of air flexibility of air transport where passengers can fly to any travel are particularly present in the high season in tourism destination from anywhere, even at the expense of having to (July and August). The changes are demonstrated by the change planes at a hub airport. Major airlines also further considerable growth of airplane tickets (with the highest benefit from the fact that this type of network generates prices being from June to August and in December), as considerable savings related to the higher density of traffic well as by the higher frequency of flights being offered. A at the hub airports. On a global level, the hub-and-spoke characteristic trait in the seasonality of the offer of flights system caused a higher concentration of air transport to in Central Europe is the noticeably higher offer of flights a small number of airline hubs (in Europe, these include in the summer months, which connect metropolitan areas Frankfurt, Paris, London, Amsterdam, etc.). with touristic destinations in Southern Europe and North In turn, these developments contributed to the growing Africa (Peeters et al., 2007). A second important feature is differences in connections between individual parts of that a substantial part of flight offers during the summer the world (Burghouwt, 2007). Core macroregions of the season is served by charter and low-cost carriers. world have a rather higher rate of connection, which leads to strengthening their mutual relations (Derruder 3. The recent development of air transport and Witlox, 2008). On the other hand, the impact of in Central Europe centralisation of air transport in the world’s peripheral regions (especially Africa) has been much lower, contributing Air transport in Central European countries has to their partial marginalisation. Therefore, air transport witnessed very specific developments. The full deregulation has on a global level become a mode that expands core- of air transport in the region did not occur until 2004, the periphery polarisation (Goetz and Sutton, 1997). One of the year that ten, for the most part post-socialist, countries results of the introduction of the hub-and-spoke system is joined the European Union. This was the end of the stage the higher frequency of air transport and higher efficiency of liberalisation and deregulation of air transport in Central of air transport operations from the airlines’ perspectives Europe, as free air space expanded from Western Europe. (Dobruszkes, 2009). The advantages of major airlines grew It is interesting that changes in the spatial configuration even further when the nationwide hub-and-spoke networks of air transport took a very short time to complete. were connected to computerised reservation and loyalty Accession to the European Union and the corresponding programs (Rodrigue et al., 2013). reorganisation of air transport delivered an abrupt development of new phenomena: expansion of LCCs and the Another major sign of deregulation in air transport is the development of secondary airports (Graham and Shaw, 2008; emergence of LCCs, as they are a direct result of the birth Seidenglanz, 2011). Although individual airlines adopted of a free market in air transport. LCCs push to maximise various strategies in their expansion to the deregulated space their profits by reducing costs and services offered. The of Central Europe, the region on the whole demonstrated essential tools for maximising profit includes the usage the building of better connections of its airports to airports for the maximum capacity of planes, absence of in-flight in Western Europe (Gábor, 2009). Charter flights are still refreshments, fees for any other services, as well as a higher typical for air transport in Central Europe (mainly for the orientation to small regional airports. In particular, their eastern part) and their share of the market is still relatively input dwells on the lower fees the airlines are required to pay high. In comparison, the importance of charter flights there. Southwest Airlines in the United States was historically declined in Western Europe under the pressure of LCCs the first company to have introduced the LCCs concept. It (Dobruszkes, 2009). Similar to most regions in Europe, air served as a model upon which other airlines modified their transport in Central Europe was hit by the economic crisis business strategies. Ireland’s Ryanair is an example of this after 2008. A principal result was the advent of fiercer in Europe (Francis et al., 2006). The configuration of the competition between individual airlines (alliances and airline networks of LCCs seems to resemble the point-to- LCCs), the reduction in the number of regular and charter point networks, although some LCCs also adopted the hub- flights, and the bankruptcy of several airlines (see further: and-spoke networks. The reality, however, is considerably Dobruszkes and Van Hamme, 2011; Oprea, 2010). much more complex as LCCs are a highly heterogeneous A major change in the development of air travel in Central group of carriers who often differ in their business and Europe was the expansion of LCCs. The most important spatial strategies. The central point-to-point system has all changes with LCCs included the better accessibility of air airports mutually connected, so that passengers can fly from transport in the region and changes in the organisation of one airport to another directly, without having to change at airlines (see also: Graham and Dennis, 2010). This can also a hub or getting off their plane at all (Reggiani et al., 2009): be documented by the offer of seat capacities of flights in passengers value highly the point-to-point flights because Central Europe (Tab. 1). This table clearly indicates that they have reduced their overall travel time by removing Wizz Air and Ryanair, two LCCs, hold the second and third intermediate landings (Cook and Goodwin, 2008). positions, respectively, of the 10 largest airlines offering The changes mentioned above in the configuration seating capacity in Central Europe. This is also supported of air transport have also had a considerable impact on by the fact that, while in 2000 the seating capacity offered society. Not only have the past several decades seen a by LCCs were unimportant, the seating capacity offered higher intensity of air transport, they have also witnessed by these companies in 2009 amounted to nearly half of the an abrupt development of tourism as a whole. The capacity offered in Europe overall (Seidenglanz, 2010). In this relationship between the advancement of air transport and respect, Turnock (2003) states that the expansion of LCCs tourism is therefore a popular topic of geographic studies and the general growth of importance in air transport in (e.g. Page, 2005; Button et al., 1998). The deregulation of Central and Eastern Europe, are some of the most important air transport and the changes related thereto (especially signs of the post-socialist transformation of these countries.

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Rank Operating Airline Available Seats % Share 2012/2013 Change (%) 1 Aeroflot 18,483,574 13.7 19.2 2 Wizz Air 7,582,440 5.6 8.3 3 Ryanair 7,492,527 5.6 19.3 4 UTair 7,237,252 5.4 3.0 5 Transaero Airlines 7,214,813 5.3 24.0 6 S7 Airlines 6,332,116 4.7 15.3 7 Rossiya Airlines 4,573,038 3.4 15.2 8 Lufthansa 3,647,713 2.7 7.2 9 LOT Polish Airlines 3,429,724 2.5 − 9.9 10 Ukraine International Airlines 3,313,129 2.5 101.0

Tab. 1: Available seat capacity within and from Central and Eastern Europe in 2013 Source: OAG aviation, www.oag.com

Dramatic changes in the development in air transport are was collated from the on-line offer of flights from the quite typical for former socialist countries. Data provided by airports’ official statistics. Therefore, information is used on EUROSTAT indicates that the position of Central Europe the number of flights offered, but they may differ in capacity. has relatively improved in terms of the number of passengers As data on the number of passengers boarding flights on travelling by air. While in 2004, Central Europe registered individual lines is not available (it represents the strategies less than 19.7% of the entire European air transport market, and business secrets of the carriers), some authors use the share of Central Europe for 2014 grew to 20.6%. The the data on available seat capacity (e.g. Suau-Sanchez and entire Central European region has reported changes in the Burghouwt, 2011). Basically, this is due to the differences in period 2004–2014 that were better than the average in the the capacity of various airplane types; however, the offered development of the number of passengers travelling by air. seating capacity and the offered number of flights show a Of course, the leading market in Central Europe is Germany very high rate of correlation. Thus we used the data on the with over 186 million passengers transported by air in 2014. number of flights as it is sufficient for the purposes of this The number of people carried by air transport grew in research. All the data used refer to 2014. Given the time Germany constantly from 2003, although it was temporary constraints of data collection, three days were monitored influenced by the economic crises in 2008 and 2009. in each month (Tuesdays, Saturdays and Sundays). Special Relatively, the largest growth in the number of passengers, attention was given to days preceding important holidays however, was recorded in Poland where the value has more (Easter, Christmas, and days in the summer holiday period), than quadrupled over 10 years (Fig. 1). Tłoczyński (2016) as elevated general demand for flight tickets is assumed, states that the principal reasons for such growth includes which affects both the price and offer of flights. the expansion of LCCs in Poland (especially Ryanair, easyJet, Wizz Air) and the relative size of Poland’s market, One crucial question for the entire research project is including the potential for domestic flights. the selection of monitored airports. We are focussed on an analysis of the seasonality of flight offers with respect to airports in the Central European region. The delimitation 4. Data and Methods of Central Europe is quite a difficult question because of A vast database of historical data from the flightstats.com different understandings. We presume that for the research, server is used for the analysis of seasonality in the offer of air it may be interesting to hypothesize that Central Europe can transport in Central Europe. Information on air transport be seen as a bridge between Eastern and Western Europe

Fig. 1: Number of passengers carried by air transport in Central Europe (except Germany). Source: Eurostat – Transport Statistics (http://ec.europa.eu/eurostat)

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(see for example, Bláha and Nováček, 2016). We understand are shown in Table 2 and Figure 2. The table indicates Central Europe as a set of countries with common historical, that the highest number of flights throughout the year geographical and cultural features, and represent this as is offered in Vienna, Warsaw and Prague. For 2014, the Germany, Austria, the Czech Republic, Poland, Hungary highest number of departures was offered by Vienna, with and Slovakia. The airports were selected purposively, as the nearly 23 thousand flights during the specified period (see focus was on major airports acting as international hubs section 4). The number of flights offered by Prague and (Vienna, Prague and Warsaw) and minor airports providing Warsaw is approximately 10 thousand per year. All three connection to the hubs (Debrecen, Bratislava, Rostock- airports can be considered major international hubs with Laage, Pardubice, Brno, Frankfurt-Hahn and Salzburg). a wide offer of flights and available final destinations, Some important hubs are missing (e.g. Budapest), but the and they are primarily served by major airlines (Sellner purpose of the research is to analyse the fluctuation in flight and Nagl, 2010). From the group of analysed airports, offers for different types of airports. Salzburg and Frankfurt-Hahn can be classified as mid-size, Although selection is always subjective, the authors are with 1,800 and 900 departures per year, respectively. On the convinced it is also sufficiently representative. Airports other hand, smaller airports are located in Brno, Pardubice, from all Central European states are represented, including Bratislava, Debrecen and Rostock. What matters, though, is the more developed states (Germany and Austria) with that all of them do possess specific positions in the Central a relatively strong tradition of air transport, and the less European system of air transport. The key determinants of developed states (the Czech Republic, Poland, Slovakia and their size/importance are especially the population size of Hungary). The purpose was to identify which airports focused the regions, the position of the airport in the air transport on seasonal flights and which had an offer of flights that was system, the accessibility of airports, etc. more balanced throughout the year. An integral part of the The monitored airports are also specific in terms of the design was also an analysis of the presence of major airlines seasonality in the number of flights they offer (Figs 2 and 3) (network carriers) and LCCs offering individual flights from and this may have various manifestations. The generally the airports. This information is crucial to understanding accepted notion that the highest number of flights can the importance of airports in the Central European air be recorded particularly in the summer months can be transport system, as well as for the interpretation of the confirmed only from some of the airports. “Typical” seasonal findings. The different spatial strategies of LCCs and development of the number of flights offered (with the network carriers have been pointed out in previous studies peak in the summer months and a rather constant offer of (Francis et al., 2006). The final monitored parameters for flights for the rest of the year) is seen in the major airports the selected Central European airports are the changes of Central Europe (Vienna, Prague and Warsaw). It is the in the accessibility of final destinations from the airports, result of a combination of the offer of air transport (network inside and outside the high seasons. Changes in accessibility carriers), charter flights related to the tourist season, and receive adequate attention because charter flights are often the higher frequency of flights of LCCs. Prague Airport, offered in the summer months; these flights in many cases for example, offers a rather balanced number of flights expand the accessibility of the final destination. throughout the year at approximately 700 flights (during the The first part of the analysis primarily focuses on the basic monitored period); however, the number of flights offered structural characteristics of the airports from the perspective in the peak of the tourist season approaches 1,000. Vienna of an individual flight offer, the structure of the carriers and Airport shows similar parameters (maximum number of the development of their seasonal fluctuations. Subsequently, flights from June to September), as well as Warsaw (the the analysis of seasonal changes in the availability of final maximum being available from June to October). All three destinations from the airports is presented. The results of of these airports present the passengers with a wide offer these partial analyses are seen in a typology of the monitored of destinations in Europe and worldwide (see below). It is airports from the perspective of the offered flights and the worth noting, however, that the number of flights offered in type of carriers, using the Ossan Triangle. Central Europe’s airports somewhat fluctuates even in the peak of the tourist season. Another interesting fact is that, 5. The seasonality of flight offers at selected Flight airports Airport IATA Code Passengers operations Seasonal fluctuation in the offer of air transport is a natural and frequent phenomenon, as it is affected by Vienna VIE 22,483,158 230,781 the logical higher demand for air transport by tourists in Prague PRG 11,149,926 125,437 the summer months. There may be great differences in seasonality, however, when one takes into account individual Warsaw WAW 10,590,473 121,913 airports. This also indicates the orientation of the airports Frankfurt-Hahn HHN 2,447,140 22,152 and carriers in specific segments of the customer markets of air transport. A major research question is thus whether Salzburg SZG 1,819,520 19,335 seasonal fluctuation is typical for smaller airports or for Bratislava BTS 1,355,625 21,481 the airline hubs. A subsequent question is whether a Brno BRQ 486,134 32,216 higher seasonality rate is primarily typical for the LCCs or, conversely, for traditional network airlines. Hence, we Pardubice PED 150,056 2,188 have also included an analysis of seasonality expressed as a Rostock-Laage RLG 169,946 no data function of the type of carrier. Debrecen DEB 172,219 1,350 The monitored airports clearly differ in the number of flights they offer, as well as in the number of carriers as Tab. 2: Basic statistics of selected airports in 2014 classified above. The basic specifications of the airports Source: Annual Reports of Airports

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Fig. 2: Structure of offered flights for the selected airports in 2014 Sources: Historical Flight Status (flightstats.com); authors’ calculations compared to earlier studies (e.g. Reichard, 1988) the peak of moreover, the year 2014 did not witness an increase in the tourist season extends to September, even into October. the number of passengers travelling on non-regular lines Such a development is probably related to the changes in (especially to Bulgaria and Greece). Salzburg Airport shows the offer of tourist destinations and travel agencies, who are a similar progress of seasonality in the offer of flights. This using these favourable months to promote cheaper holidays airport has a strong preference for destinations in Western in Europe and other nearby destinations, i.e. last-minute Europe (Germany, the UK, the Netherlands); however, holidays. All of these large airports are mainly served by in the summer months it also offers frequent flights to scheduled network flights, while the share of low-cost and Turkey, Spain and Egypt. Charter flights amount to over charter flights is rather low. one-quarter of all aviation activity there. Most of these In a quite different and largely heterogeneous group are airports are dependent on LCCs and charter flights as the smaller of the monitored airports. The heterogeneity shown in Figure 2. Low-cost and charter flights are crucial is in most cases demonstrated as seasonality in the offers for their viability. The vast majority of flights are carried of the airlines and, of course, in the structure of offered by low-cost and charter flights, and this is typical for flights. A more apparent seasonality in the offers of airlines example for airports in Brno and Bratislava, in contrast to is especially shown by Brno Airport. This airport recorded, the dominance of scheduled network flights at the Vienna in 2014, a record-breaking increase in passengers using airport. These airports thus serve as complementary both charter lines, most often served by a Travel Service airports to the Vienna hub airport, but they mostly offer carrier (to Antalya, Burgas, Heraklion) and in regular cheaper flights in the summer seasons. lines to Stansted (by Ryanair) and Luton (Wizz Air). A The last group of airports are typically small and they have similar fluctuation in the offer of flights in the summer is a specific seasonal offer of airlines. An example may be the seen at Frankfurt-Hahn Airport. Although rather distant, airport Rostock-Laage, which is usually used for domestic the airport primarily serves as an alternative to the busy German flights (Cologne, Bonn, Munich, Stuttgart). The Frankfurt International airport (IATA: FRA). It is serviced, impact of the summer season is very small as the airport for the most part, by LCCs (Ryanair, Wizz Air, SunExpress). registers seasonal summer flights rather scarcely and in the Considering its position, the airport focuses on offering form of charter flights (Mallorca, Crete, Rhodes, Varna or airlines to tourist destinations in East and Southern Europe Burgas). Similarly, Debrecen Airport, which predominantly and North Africa. Those destinations are especially popular serves Wizz Air flights, has only a minor increase in the in the peak tourist season in the summer months. number of offered flights in the summer months. This A less dominant seasonality in the offer of flights is seen airport focuses on lines connecting destinations in Western in the case of Bratislava Airport. Although the airport is and Southern Europe (Luton, Eindhoven, Milano, etc.). Only often referred to as secondary to Vienna, it recorded in 2014 rarely does it offer seasonal flights to tourist destinations an approximate 5% decrease in the number of checked- (Korfu, Antalya). Pardubice Airport, as in the case of in passengers; this was attributed to the cancellation Bratislava, was seriously struck in 2014 by the sanctions of the lines to Bristol (Ryanair), Oslo and Copenhagen the European Union adopted against Russia (continuously (Norwegian), in particular. Other negative factors were the from March 2014) as it was considerably oriented to a European Union’s sanctions against Russia (the number Russian clientele. Although there had been a minor increase of checked-in passengers dropped to 50% of the 2013 in the number of passengers arriving from Russia in 2014 numbers), and the bankruptcy of the Air Onix airline from compared to 2013 (97 thousand in 2013, 98 thousand Ukraine after military conflicts broke out in the eastern in 2014), the number of passengers on charter flights was part of that country. Similar to the case of Brno Airport, reduced considerably (54 thousand in 2013, 24 thousand

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Fig. 3: Number of flight offers in the monitored airports during the year 2014 Sources: Historical Flight Status (flightstats.com); authors’ calculations in 2014). Another negative influence was the termination 6. Seasonal changes in the accessibility of the Kogalymavia airline and the reduction in the number of flights from Moscow, Saint Petersburg and Yekaterinburg of destinations (Transaero Airlines). Based on this historic development, We consider seasonal changes in the accessibility of the airport decided to predominantly focus on flights to destinations as another key manifestation of the different traditional tourist destinations (Rhodos, Burgas, Podgorica). spatial strategies employed by individual carriers and

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Fig. 4: Accessible destinations from the monitored airports during the year 2014 Sources: Historical Flight Status (flightstats.com), authors’ calculations

33 MORAVIAN GEOGRAPHICAL REPORTS 2016, 24(4):2016, 26–37 24(4) airports. Given the derivations from the major fluctuations In 2014, the majority of flights departed for Germany, Austria, in the offer of air transport demonstrated above, the UK and the Netherlands. The airport also had a rather assumptions can be made about the considerable changes in intensive exchange with Norway, Sweden, Russia and Spain. the accessibility of destinations occurring during the year. For the month of June 2014, on the other hand, there was a It can also be assumed that the peak tourist season period major re-orientation of flights. Germany remained the most sees a certain intensification of air transport between the intensive country for destinations, with major improvements monitored airports in Central Europe with destinations in in connections with Spain (especially the Canary Islands), Southern Europe and North Africa. Those regions represent Turkey and Greece. But there was also some limitation on traditional tourist destinations for the inhabitants of Central flights to Northern Europe and other regions. Disregarding European countries. Moreover, users of air transport also certain exceptions (Debrecen and Pardubice), observations consider the accessibility of final destinations as one of the can be made about the “traditional” East-West orientation principal attributes of the attractiveness of an airport from of flights (Dobruzskes, 2009) changing, in the summer their point of view. months, into an orientation towards Southern and South- Changes in the accessibility of final destinations are also Eastern Europe, Turkey and North Africa (Egypt, Tunisia). largely affected by the size and importance of the monitored The specific examples of Debrecen and Pardubice airports airport, or by the orientation of key airline carriers on in 2014 basically showed a unilateral orientation to the UK specific segments of their customers. Therefore, a rather and the Netherlands (Debrecen) or Russia (Pardubice). It stable network of accessible destinations is, again, seen in the can also be assumed that for the summer season of 2014, major airports in Vienna, Prague and Warsaw. Disregarding the directional orientation of charter flights was affected by very minor exceptions, it can be stated that all of the airports the sanctions imposed by the European Union on Russia, as mentioned above offer flights to all countries in Europe. This mentioned above. also attests to their importance in the Central European region as well as to their important position in air transport 7. A typology of airports based on flight offers in Europe. The share of non-European flights is rather This final part of the assessment of airports in Central low: 13.1%, 12.9% and 8.8% in Prague, Vienna and Warsaw, Europe presents a typology of the airports based on the respectively. This segment of flights was clearly dominated offer of air transport. Previously, we have demonstrated by flights to Asian destinations (Turkey, Thailand, the USA that the chosen airports constitute a largely heterogeneous and Japan). As far as flights within Europe are concerned, group, with various sizes, offers of final destinations, a larger share was taken by flights directed to Germany, the seasonal fluctuations, etc. A typology of these airports has UK, Russia, France and Italy. This is logical as those regions been established using the Ossan triangle: based on the represent important resources and destinations for both orientation of flights, the share of LCCs, and the number business and pleasure trips for Central European travellers. of airlines. The purpose of the typology is to establish the Changes in the accessibility of final destinations between principles and specifics of the airports in terms of orientation the peak (June 2014) and off-peak (February 2014) tourist to their customer pools. seasons are shown in Figure 4. It is clear that the accessibility The different strategies and foci of individual airports of final destinations in Vienna, Prague and Warsaw airports with respect to their customer pools can be documented show little variation during the season; nonetheless, an using Figure 5, which clearly shows the principal observation can be made about the considerable increase characteristics of the monitored airports in terms of the in the number of flights to Southern and South-Eastern directional orientation of flights. A striking feature is the Europe in June 2014. Greece is a fitting example of the quite balanced positions of the three major airports (Vienna, situation. Vienna Airport prepared the departures for a Prague and Warsaw). It is assumed that the airports have total of 9 airplanes in February 2014, while the number a similar focus in terms of the directional orientation of grew to 61 in June 2014. The largest fluctuations from the flights, which basically makes them direct competitors. As airports in Prague and Warsaw during the season, however, traditional network carriers primarily concentrate there, are typical for flights to Croatia, Greece and Bulgaria. For a these airports are especially oriented on connections to very long time, those countries have been popular summer major hubs in Western Europe (London, Paris, Frankfurt- holiday destinations. An interesting fact is that, at the same am-Main and Amsterdam), which act as changing points for time, concerning flights to destinations in Western and connections from Central Europe with destinations outside Southern Europe in the summer. The largest increments are Europe (especially North America and Asia). then seen in the connections between large cities in Central The share of LCCs fluctuates from 10 to 20%. Therefore, Europe and Turkey, Tunisia and Egypt. Those trends are the airports in Vienna, Prague and Warsaw often act as very closely related to the changes in demand for key tourist Central Europe’s sub-hubs for connections to Western destinations. Vice versa, relatively the smallest seasonal Europe. At the same time, they represent important locations differences in the offer are related to the flights bound for for air transport within Central Europe (from 35 to 50% of Northern Europe. There are rather prominent differences in flights). The share of flights outside Europe is rather low the connections with Russia, with the peak being presently in this respect (approximately 15%); the primary cause is in the summer. the necessity to change flights in any of Central Europe’s The highly heterogeneous set of smaller airports in Central hubs. An equivalent model applies to Salzburg Airport Europe, then, show some large differences in the offer of which shows similar data in directional orientation of flights final destinations during the period of interest. Some of the while displaying a higher rate of flights within Central airports have also shown that inside the peak tourist season, Europe (nearly 72%). This is especially attributable to the they offer a lower number of flights (see above) together with fact that it is Austria’s second largest airport, which gives fewer destinations. Salzburg Airport documents this situation it an important position in domestic transport. Therefore, reliably. This airport proves that there are major changes in the most populated flights are bound to Vienna, Frankfurt, the offer of accessible destinations in the summer months. Zurich and Düsseldorf.

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Fig. 5: Typology of the monitored airports using the Ossan triangle Sources: Historical Flight Status (flightstats.com), authors’ calculations

The remaining airports represent a highly heterogeneous large proportion of the flights are bound for Spain, Portugal group of airports with a very specific position within the and Italy. In a rather independent category is Brno Airport air transport system of Europe. This is documented by which especially focuses on destinations in Western Europe their varying characteristics in the directional orientation and Russia. A quite different profile is that of Rostock-Laage of flights. The heterogeneity of the smaller airports results airport, which, unlike the other researched airports, focuses from a number of underlying causes: the size of the on connections to other German airports to provide domestic airport, their importance in air transport in Europe, the travel. The results of the analyses on the typology of the proximity to the nearest major airports, the position of the airports in terms of the offer of flights show considerable airport, and the type of carriers operating from the airport. correspondence, as well as differences between the airports. Pardubice serves as an illustration of an airport that was They are subject to a number of factors which are dominated solely oriented on flights to/from Russia, even in 2014. by the position of the airport in the air transport system, During the year, it did not offer any other destinations, geopolitical positions, the specifics of the carriers, etc., which manifested itself negatively in the reduction of total as indicated above. These factors should be addressed by passenger count in 2014. An interesting point is that this further research. airport was only served by network carriers. On the other hand, Debrecen in that year focused exclusively 8. Conclusions on securing air lines with the UK and the Netherlands. Bratislava Airport showed similar results, but its primary Central Europe has a very specific position in the European benefit is its proximity to Vienna Airport and the frequent system of air transport. Some relatively unique reasons for bus lines between the two. That is why Bratislava tends to be this are the integration of former socialist countries into the typically serviced by LCCs and charter carriers (their share single, liberalised and deregulated European airline market, in the overall number of flights amounts to over 90%). They and the building of new connections with Western Europe. especially provide flights to Western Europe. Moreover, in These changes, initiated in 2004, have had a major impact the summer months a higher number of flights (especially on the position of air transport in the region. The findings of charter flights) to destinations in Southern (Spain, Italy) this study show that the former socialist countries of Central and South-Eastern Europe (Bulgaria) are registered. As in Europe have established very intensive connections with the previous case, the evidence suggests that this airport Western Europe by frequent air transport, which promotes only offers a small percentage of flights bound for Eastern further social, economic and cultural integration with the European destinations (less than 2%). This is caused by West. Evidence also suggests that the spatial configuration the relative proximity and competition of other types of of flights from Central Europe is primarily westbound. The transport (bus and railway), which are on a very good level East, and especially Russia, is also an important market. in most of these countries (see discussion in Pucher, 1999). Although these countries are mainly oriented to western Different conditions apply to Frankfurt-Hahn, which also markets, they are also strongly connected with Russia: in offers a minimum share of flights to Central Europe (only particular, some small airports are dependent on customers the lines to Hungary operated by Wizz Air). This airport from/to Russia. A number of airports in Central Europe serves as an alternative airport with a rather high number showed a very strong orientation on customers from the of final destinations. Specifically in the summer months, a East in 2014, and the East-West direction is most important

35 MORAVIAN GEOGRAPHICAL REPORTS 2016, 24(4):2016, 26–37 24(4) in the current configuration of flights from Central Europe. airports have a very low share of flights outside Europe (see This clear orientation, however, does change in a number discussions in Thompson, 2002; Dobruszkes, 2006). There of respects during the peak tourist season in the summer is some potential for development, however, through the months. It is logically caused by the higher demand for identification of new destinations, especially in Asia. One tourist destinations in Southern and South-Eastern Europe, example is the expansion of Hainan Airlines to establish North Africa (Egypt, Tunisia) and the Near East (primarily connections between Prague and Beijing. The strong Turkey). Therefore, many airports in Central Europe are hierarchy arrangement of air transport in Central Europe, to oriented also in a North-South direction during the summer a certain extent, defines the potential of development of other season. This becomes obvious especially in smaller airports airports. In order to protect themselves from the competition with a higher rate of LCCs and charter flights. of major airlines concentrated in the hubs, smaller carriers As shown above, charter flights are still typical for the often seek smaller airports, usually with a strong orientation Central European region. Their role is not replaceable. Their on specific segments of the customer market. importance can be seen mainly during the summer season, One interesting question that has so far received little when providing cheaper alternatives for connections of attention in the research literature is the impact of the Central European countries with popular holiday destinations European Union’s sanctions against Russia on air transport in in Southern Europe, the Near East and North Africa. The Central Europe. As mentioned above, Russia was an important strong position of charter flights can be seen mainly by area on which a number of rather small airports in Central airports in the eastern part of Central Europe (especially in Europe focused prior to 2014. The imposition of sanctions the Czech Republic and Poland). Another factor that needs to in March 2014 considerably limited the opportunities to be added is the rather strong orientation of large hub airports travel. A number of airports focusing on Russian clients on frequent connections with South-Eastern Europe. On the experienced serious problems. Preliminary observations show contrary, connections to Northern Europe are rather scarce. that individual airports often adopted various strategies to The north of the continent has stronger economic and cultural mitigate the impact of sanctions on Russia and the reduction connections to Western Europe; however, it represents an of checked-in passengers arriving from Russia and the Far area of potential expansion for airlines. Moreover, Northern East. Those defensive strategies should be examined by Europe is not a typical destination for spending summer research in the future, as they quite clearly point to the actual holidays for customers from the Central Europe – it is quite dependence of air transport on political decisions. an expensive destination. Smaller airports show a stronger specialisation in selected Acknowledgement destinations and/or specific segments of the customer market The research was supported by the Grant Agency of (e.g. charter flights), etc. A number of airports depend on University of South Bohemia (grant project GA JU, reg. the presence of one or more carriers who, for the most part, No. 160/2016/S). define the spatial orientation of flights departing from that airport. A good example is Debrecen Airport, which is predominantly served by Wizz Air. In general, it can be References: observed that smaller regional airports do establish a highly ALDERIGHI, M., CENTO, A., NIJKAMP, P., RIETVELD, P. heterogeneous group of airports in many ways. Some of the (2005): Network competition - the coexistence of hub- airports benefit from their proximity to important European and-spoke and point-to-point systems. Journal of Air hubs and from the accelerated importance to LCCs (e.g. Transport Management, 11(5): 328–334. 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Please cite this article as: KRAFT, S., HAVLÍKOVÁ, D. (2016): Anytime? Anywhere? The seasonality of flight offers in Central Europe. Moravian Geographical Reports, 24(4): 26–37. Doi: 10.1515/mgr-2016-0020.